DEA Internalmemorandum

Mount Hood Multimodal Transportation Plan APPENDIX C TMA Materials (2 of 4)

Document: Case Studies for Best Practices and Transportation Management Associations

Date of Delivery: July 27, 2013

Description This memorandum reviews case studies of comparable locations to the Mt. Hood corridor to determine best practices for implementing effective transit, Transportation Demand Management (TDM), and parking systems in a multimodal corridor. One of the best practices explored is the successful implementation of a Transportation Management Association (TMA). The characteristics of a successful TMA, as such an association would apply in the Mt. Hood corridor, were also explored.

Information on how a TMA could assist with the issues in the corridor was used to assess feasibility and timing for the potential formation of a TMA in the corridor.

Status Update This memorandum provided information used to inform the Project Management Team on the best practices used in similar areas to improve congestion and safety, and the feasibility of forming a TMA. Stakeholders have shown an interest in exploring the formation of a Mt. Hood TMA in the near future and can use this information as a starting point for that effort.

MEMORANDUM DATE: July 17, 2013 TO: Project Management Team FROM: Elizabeth Mros-O’Hara SUBJECT: Case Studies for Best Practices and Transportation Management Associations PROJECT: Mount Hood Multimodal Transportation Plan (MHMTP) COPIES: file

This memorandum reviews case studies of comparable locations to the Mount Hood Corridor to determine best practices for implementing effective transit, Transportation Demand Management (TDM) and parking systems in a multimodal corridor. Additionally, best practices for successful implementation include coordination through a Transportation Management Association (TMA). TMAs are generally consortium partnerships of stakeholders in congested districts or corridors working collectively to manage access and growth and transportation options. Information provided here is intended to frame TMAs as a tool that could be employed in the Mt. Hood Multimodal Transportation Plan Corridor.

CASE STUDIES BEST PRACTICES The following information is based on the Case Study Technical Report prepared by CH2M HILL (2012). The locations were chosen based on input from the MHMTP Project Management Team (PMT), and recommendations from the Mt. Hood area stakeholders. Information was gathered through available documents, online searches, and telephone interviews conducted by ODOT and augmented by David Evans and Associates, Inc. with managers and others at ski areas and forest service locations. Notes from the telephone interviews can be found in Attachment A. The DEA team has also augmented the case study data with information on how the different communities coordinate, operate, and fund their transportation services.

Best Management Practices and examples of successfully implemented projects can be found in different case studies. Some successful practices that could be modeled for the Mt Hood Corridor include:

• Transit service within the recreation area. The Whistler Transit System provides an example of a successful transit service within a resort area. The municipality of Whistler has operated the transit system since 1991 and the system provides low-cost transit with high ridership (2.7 million passengers in 2009/2010). Access to Whistler from the population centers is similar to access to Mt Hood from the Portland and Hood River areas. People drive or take a private shuttle service. However, there is Amtrak service between Vancouver B.C. and Whistler.

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• Transit service to the resort area and park-and-rides. Utah Transit Authority (UTA), ski resorts, Summit County, and the forest service teamed up to provide seasonal transit service from the Salt Lake City area to the ski resorts. Park-and-rides are provided at each canyon entrance in Salt Lake City. Park-and- rides are also provided up the canyons closer to the ski areas. Users can check the UTA website for parking space availability. Mt. Bachelor Ski Area also has a winter shuttle service run by the regional transit provider, Cascade East Transit, that connects the recreational area with the local communities • TMA and Transit Service. The Tahoe Area Transit Service (TART) is operated by a regional entity, Placer County. A TMA was established in late 1990 to assist with the transportation challenges in the North Lake Tahoe-Truckee "Resort Triangle" and coordinate with TART to provide additional transit services and related TDM programs. • Transit center hub. TART built a transit center hub for ski area and park service area on FS lands. TART makes transfers at the Tahoe City Transit Center located in Tahoe City. The Tahoe City Transit Center provides an interior waiting area, restrooms, parking, bike lockers, bus arrival information, and a TART pass/bike locker pass vending machine.

Table 8 shows how the six areas studied compare to the Mt. Hood Corridor. According to the table, the Alta, Utah area and Breckenridge, CO are most similar to Mt. Hood, though larger. Additional information on case studies can be found in Appendix D.

Table 8: Comparison of Case Studies to Mt. Hood Limited Mostly Within 2 Along a parking (ski day - hours of state & trail Multiple Forest Area trippers a city highway head) ski areas land Mt Hood ● ● ● ● ● ● Alta area, Utah ● ● ● ● ● ● Devil’s Postpile, CA - - - ● ● Breckenridge, CO ● ● ● ● ● ● Whistler, BC ◑ ● ● - - - North Lake Tahoe, CA ◑ - ● ◑ ● ◑ Snoqualmie National ● ● ● ◑ ● ◑ Forest, WA ● indicates that the case study location is very similar to Mt Hood. ◑ indicates that the case study location is partially similar to Mt Hood. - indicates that the case study is dissimilar to Mt Hood

ALTA, BRIGHTON, SNOWBIRD, AND SOLITUDE, UTAH The group of four ski resorts in Uinta-Wasatch-Cache National Forest (Utah) is located within an hour’s drive of Salt Lake City, UT. A large portion of the visitors come for the day due to its proximity to Salt Lake City. This area is similar to Mt. Hood in that there are multiple ski areas that visitors access from a public highway.

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Currently the Utah Transit Authority (UTA) provides eight seasonal bus routes between Salt Lake City and the ski areas, along with an intra-canyon circulator shuttle. Five of the routes go to Snowbird and Alta, two go to Solitude and Brighton, and one bus serves Sundance.

The Uinta-Wasatch-Cache National Forest Master Plan includes a policy to not expand parking within the forest, with the exception of facilities to support mass transit.

Utah Transit Authority operates winter bus service only. Future plans include expanding transit service into the summer season, building upon employee shuttle service already provided, and expanding to general service.

DEVIL’S POSTPILE NATIONAL MONUMENT, CALIFORNIA Devil’s Postpile National Monument, near Mammoth, California, is a geologic monument and waterfall. Visitation on the main roadway is restricted to a mandatory shuttle bus operated by the local transit agency, Eastern Sierra Transit Authority, through agreements with the National Parks and the National Forest Services. Access is also allowed for certain vehicle types.

Visitation is estimated at 1.3 million visitors during winter, and 1.5 million in summer, for a year-round visitation of approximately 2.8 million people. The average visitor stays five nights per visit in the summer, and four nights per visit in the winter.

Resource management issues led to parking limitations and mandatory shuttle use.

WHITE RIVER NATIONAL FOREST, COLORADO White River National Forest is about two hours west of Denver. A total of 12 ski areas including Aspen (made up of four ski areas: Snowmass, Aspen Mountain, Aspen Highlands, and Buttermilk), Beaver Creek, Breckenridge, Copper Mountain, Keystone, and Vail make this a substantially larger ski area than Mt. Hood.

White River National Forest attracts approximately 4.5 million annual skiers between Breckenridge, Copper Mountain, Arapahoe Basin, and Keystone ski areas.

Breckenridge and Keystone have a high number of day-trippers.

Roaring Fork Transportation Authority (RFTA) regional transportation authority provides service to the following locations:

• Roaring Fork Valley • Glenwood Springs • Aspen • The 4 Mountain Connector • Snowmass Village • Woody Creek • Hogback/Rifle • Maroon Bells Guided Bus Tours

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In addition to these locations, RFTA provides paratransit for the service area, serving residents, commuters, and visitors. Services are partially funded by the City of Aspen and Aspen Skiing Company through a service contract. The contract allows for reimbursement of a portion of operational expenses and capital costs from both the City and Aspen Skiing Company.

The Town of Breckenridge provides a free community transit service that operates between 6:15 a.m. and 11:45 p.m., seven days a week. There are nine routes throughout the community, including access to the airport, the ski area lots, and downtown.1

The free transit service is provided in conjunction with park-and-ride lots, which charge for parking ($15) 2 and are located throughout town. For the town of Breckenridge and the ski resort, a high parking fee has shifted visitors to transit.

Summit Stage provides countywide transit service. Since 1989, Summit County has run transit service between Silverthorne, Wilderness, Dillon, Dillon Valley, Keystone, Summit Cove, Frisco, Breckenridge, Boreas, Copper Mountain, and Leadville. Service is seven days a week year-round, at least once an hour starting at 6:00 a.m. until about 2:00 a.m. depending on the route.3 Bus service is free for riders and their ridership is around 1.75 million annual trips.

WHISTLER This resort town is located about 2 hours from Vancouver, Canada and has about 2 million annual visitors. Vancouver B.C., the closest major city, has a similar population base to Portland.

The Whistler transit system is part of the BC Transit Regional Systems Program. It is funded in partnership between the Resort Municipality of Whistler (RMOW) (53 percent) and BC Transit (47 percent). The RMOW share is funded by fares (25 percent), provincial hotel tax revenues (9 percent), and local taxation (19 percent).4

The municipality of Whistler has run the transit system since 1991 and the system provides low cost transit with high ridership (2.7 million passengers in 2009/2010).

No free parking is provided, though there is preferential carpool parking. Parking costs vary from $1 to $2 per hour, $8 per day, $16 overnight, and $30 per month. A three-month pass costs $90.

1 Free Ride Breckenridge website: www.townofbreckenridge.com/index.aspx?page=136 Accessed April 2012, as cited in the Case Study Report (CH2M Hill 2012) 2Breckenridge website: http://www.breckenridge.com/mountain/mountain-information.aspx#parking#Top, as cited in the Case Study Report (CH2M Hill 2012) 3 Summit Stage website: www.summitstage.com/ Accessed April 2012 4 Municipality of Whistler Website: www.whistler.ca/whistler-transit-system-financial-and-facility-review. Accessed March 2012, as cited in the Case Study Report (CH2M Hill 2012)

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Employees and residents use transit and carpool between the mountain and lodging areas. Fifty-eight percent of Whistler residents travel to work by carpool, transit, walking, or biking in the summer. The vast majority (96 percent) of seasonal residents use these modes in the winter.

SQUAW VALLEY, NORTHSTAR, ALPINE MEADOWS, NORTH LAKE TAHOE, CA The three ski areas of north Lake Tahoe see approximately 1-2 million visitors per year who visit for the weekend or longer vacations. The ski area is located three hours from the Bay Area, two hours from Sacramento, and one hour from Reno, NV.

There is one public transit provider, the Tahoe Area Regional Transit (TART) that provides two routes year-round and an additional route in the peak winter and summer peak seasons, serving both the seasonal and permanent population.

One way fare (Winter 2011/2012) costs $1.75, or $3.50 for an all-day pass. Buses start on the west shore at 7:00 a.m. and in north shore and Incline village at 6:00 and 6:30 a.m. respectively, ending between 6:00 and 7:00 p.m., running at one hour headways.5

Ridership is around 400,000 riders per year, with the highest ridership in the summer and winter peak. Squaw Valley purchases passes for their employees to ride TART to work. The TART is funded from a variety of sources: farebox recovery covers approximately 15 percent of costs, federal sources cover another 15 percent, and the rest is covered through operating subsidies of approximately $50,000 per year from the ski areas, funds from the hotel tax, and ¼ cent of the state sales tax collected in Placer County. Ridership is mostly commuters (85 percent), and the remainder of riders are visitors, those under 16 years riding to skiing, and visitors from outside of the United States.6

Truckee North Tahoe Transportation Management Association (TNT/TMA) runs programs and fosters public- private partnerships and resources to address transportation challenges in the Truckee-North Tahoe Resort Triangle. The TNT/TMA is overseen by a 13-member board of directors with representatives from Truckee, the Hwy 2677 corridor, North Lake Tahoe, Squaw Valley, West Shore, Donnor Summit (NV and CA), Nevada County Transportation Commission, and Washoe County - Crystal Bay, and Incline Village. It is funded through ski resort subsidies, federal grants, trade memberships, and business associations such as chambers of commerce and tourism agencies. Their current programs include ride share and van pool services, coordinated ski shuttle program, improved transit service frequency, a park and ride, and more. Their completed programs include:

• North Lake Tahoe Express Airport Shuttle • Winter and Summer free Night Rider Shuttles

5 TART website: www.placer.ca.gov/Departments/Works/Transit/TART.aspx Accessed March 2012, as cited in the Case Study Report (CH2M Hill 2012) 6 Garner, Will, TART. Personal Interview. 29 February 2012, as cited in the Case Study Report (CH2M Hill 2012)

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• Truckee-Donner Summit shuttle service • Summer Transit Connection to South Lake Tahoe • American Cancer Center’s Road to Recovery - Volunteer Driver Program • Google Transit for North Lake Tahoe and Truckee • Tahoe Trolley Program with Tahoe Area Regional Transit (TART) • Electronic Fare boxes for TART Buses • Seasonal Traffic Management • Adopt a Bus Shelter Program - Tahoe City Rotary Club sponsors several shelters • Bear Boxes for Bus Shelters and Busy Bus Stops • Seasonal Highway 267 TART Service • Enhanced Public Outreach and Marketing • Crosswalk Implementation • Tahoe City Transit Center

The TMA also coordinates Zimride, an online rideshare matching program that creates a marketplace where drivers can sell empty seats in their cars to those looking for a ride. Passengers pay drivers for their seats via PayPal, and once the ride is finished, both driver and rider can leave reviews about their experience. Zimride appears to be gaining a foothold. In its first year of operation, which was a poor quality ski year, Zimride connected nearly 1,700 trips between the San Francisco area and Tahoe ski areas. Of those trips, 142 trips were to Squaw Valley, and 34 trips were to Alpine Meadows.7

OTHER CASE STUDIES Data was also gathered on the Mt. Bachelor Ski Area of the Deschutes National Forest, the Crystal Mountain Ski Area in Crystal Mountain which is situated on the Northeast corner of Mount Rainier National Park and the Snoqualmie National Forest. Phone interviews were conducted with all but Crystal Mountain Resort (several attempts to contact the resort were made). Mt. Bachelor offers an example of successful transit service from a city to a ski resort.

MT BACHELOR Cascades East Transit (CET) provides transit service in partnership with Mt. Bachelor Ski Area between Bend and the ski area during the winter and spring ski season only; no summer transit is provided. In January 2012, riders made 6,137 round trips on the service.8 Approximately 1,000 passengers use the service on an average day, with 65,000 total trips made annually, depending on duration of the ski season. Riders took 56,265 trips during the 2011-2012 ski season. Seventy percent of passengers are ski area employees and the remaining 30 percent are

7 Matthews, Zac, Zimride. Personal Interview. 1 March 2012 8 Ayock, Scott. Cascades East Transit. Personal Interview. 18 June 2012

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visitors. Of the visitors, about 55 percent are season or 14-day pass holders and the remainder are one-day visitors.9

The fare is $12 round trip, or $8 one-way.10 Transit to the mountain is free for all employees (approximately 800 winter employees). Mt Bachelor has to provide transportation for their employees as part of their lease agreement with the FS.

Parking at the ski area is free and owned by Mt. Bachelor. Average daily parking at the ski area is 1,100 vehicles with a total parking capacity of 3,975 cars. Parking reaches capacity 10-12 days per year, with demand exceeding capacity 1-2 days per year. A USDOT-sponsored group surveyed the transportation system in Deschutes National Forest in 2009, and found that the current parking areas can accommodate approximately 14,000 visitors at the resort.11 The ski area has a permitted capacity of 26,000 visitors per day. This is similar to the Mt. Hood Ski areas where they are not meeting the limit on visitation due to limits on access (not enough alternative transportation being used and/or limited parking). The Deschutes National Forest’s Forest Management Plan calls for allowing additional parking at the ski area, in balance with ski lift, ski run, and lodge capacity at the resort similar to the Forest Management Plan of Mt Hood Ski areas.12

SUMMIT AT SNOQUALMIE The ski resort provides internal transit service between the different base areas. It also provides one employee shuttle that runs between Cle Elum and Snoqualmie Pass. There are other private vendors that run paid shuttles up from the Puget Sound area. There is no public transit to the ski area. The ski area (resort) maintains the parking lots at their site. Washington State Parks manages the state snow parks (Hyak and Gold Creek).

Summit works with King County Commuter Benefits Plus Program to help employees with carpooling and vanpooling and provides preferential parking areas for carpoolers. There are three vanpools for employees and Summit subsidizes the program. Summit also provides incentives (vouchers for gas, sporting goods, car wash businesses, prizes etc.) for employees who carpool.

CRYSTAL MOUNTAIN Crystal Mountain is situated on the Northeast corner of Mount Rainier National Park. The resort partners with MTR Western, a private bus service, to provide weekend bus service between Seattle and Tacoma. The Snowbus can accommodate 110 people. Round trip fare is $79/person and includes a lift ticket.

9 Stanfill, Cary. Mt. Bachelor Ski Area. Personal Interview. 8 August 2012 10 Cascades East Transit website: http://www.cascadeseasttransit.com/. Accessed August 1, 2012. 11 Interagency Transportation Assistance Group. Transportation observations, considerations, and recommendations for Deschutes National Forest. http://publiclands.volpe.dot.gov/usfs-alternative-transportation/docs/TAG_Report_Deschutes_012510.pdf. Accessed August 1, 2012. 12 Deschutes National Forest. 1990 Land and Resource Management Plan. http://www.fs.usda.gov/detail/centraloregon/ landmanagement/planning/?cid=fsbdev3_035906. Accessed August 1, 2012.

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There is no charge for parking at the ski resort. Approximately 3000 spaces are available and they reach capacity between 2 to 5 times a year.

TMA BEST PRACTICES - CONSOLIDATED MANAGEMENT

BACKGROUND

The Project Partners are interested in better understanding Transportation Management Associations (TMAs) and their usefulness in consolidating and coordinating access management programs between ski areas. The Project Partners are further interested in examining the potential of such organizations for the Mt. Hood Multimodal Transportation Plan Corridor. This is based on a desire to encourage:

a. Increased opportunities for encouraging trip reduction efforts among users of area ski resorts and the Plan Corridor, b. Mitigation of traffic congestion that, with growth, will make access within the Plan Corridor more difficult, c. Ability to provide adequate access to jobs and visitor destinations in the corridor, d. Maximizing the efficient use of existing public and private parking and transit/shuttle infrastructure. e. Leveraging opportunities between entities, and f. Establishing a cost effective and mutually beneficial partnership that brings all stakeholders together to influence trip behavior. This section is intended to provide an initial outline and summary of Transportation Management Associations to provide stakeholders in the Mt. Hood Multimodal Transportation Plan Corridor a platform for discussion and consideration of the potential feasibility and desirability of a TMA for this area.

WHAT IS A TMA? A Transportation Management Association (TMA), as outlined in the Transportation Demand Management Encyclopedia (Victoria Transport Policy Institute, 2010), is a non-profit, member-controlled organization that provides transportation services in a particular area, such as a commercial district, mall, campus, industrial park or transportation corridor. A TMA’s particular focus is on more efficient use of transportation and parking resources to improve access and support economic development. It is generally a public-private partnership, consisting primarily of area businesses with local government support. For the most part, TMAs form as 501 (c) (4) or (6) under Federal non-profit statutes.

TMAs provide an institutional framework for programs and services and allow partners to collectively provide transportation services. Many have called TMA’s a “one-stop transportation shop” for consolidating transportations programs and services to support multiple partners. This collective framework can create economies of scale, leverage and equity, which also enable smaller entities the opportunity to provide trip

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reduction services comparable to those offered by large entities. TMAs provide a variety of services that encourage more efficient use of transportation and parking resources. Such services can include: • Access Management • Advocacy • Education and Outreach • Flextime Support (for employees) • Guaranteed Ride Home Services (per emergencies) • Coordinated Incentive and Reward Programs • Individualized Trip Planning Services • Marketing and Promotion • Parking Management • Pedestrian and Bicycle Planning • Rideshare Matching and Vanpool Coordination • Shared Parking Coordination • Shuttle services • Telework Support • Transit Fare Products and/or incentives • Transit Improvements • Transportation Access Guides

TMAs can provide services that result in more efficient use of parking resources that are integrated and “calibrated” to alternative mode goals and long-term economic development visions. This can reduce the need to expand parking capacity, reduce the total amount of land that must be paved in an area and lower development costs associated with structured parking.

AFFILIATED TMA’S Regional or local governments, chambers of commerce, transit agencies, business associations or internal management of a major facility/campus can help create a TMA. Affiliation with existing organizations is common to many TMAs, which allows for integration of an aggressive and innovative transportation management program housed within a broader area wide economic development program and vision. As an example, the Utah Transit Authority serves as a forum and “host” for a TMA that represents four ski areas (Alta, Brighton, Snowbird, Solitude Resorts). This allows the participating “partners” to share and leverage existing resources as well as potential new services to the benefit of these resorts, the access corridor(s) serving them and their customers.

FREE STANDING TMA’S Free standing TMAs are also common, though start up can sometimes be more costly and time consuming than TMAs affiliated with existing entities. Free-standing TMA’s are often more organizationally complex

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than affiliated TMA’s with dedicated staff, Boards of Directors and committee structures. Neither affiliated nor free-standing models are superior to each other. Rather the existence of key success factors is more pertinent than the ultimate organizational format (see Section IV, below).

WHY A TMA? – RETURN ON INVESTMENT TMAs can increase transportation options and provide financial savings to participating partners, employees and visitors. TMA’s are also effective in influencing reductions in traffic congestion, parking problems, and pollution emissions. They are an important strategy for creating more efficient land use patterns. These benefits can be significant because traffic and parking costs (associated with growth) tend to be particularly high in corridors and development areas where TMAs exist. Parking and road facility savings often repay TMA operating costs.

TMA stakeholders typically include property owners and businesses, business organizations, regional and local government agencies, transit providers, employees, nearby residents/community stakeholders, and business patrons. In general, TMAs have been most commonly associated with traditional business areas (e.g., downtowns, business districts), though there are TMAs directly associated with ski areas, as described in the Best Practices summary above.

Interviews conducted with TMAs and TMA stakeholders in various venues around the country have found consistent themes for why TMAs are considered a beneficial and attractive investment to both the public and private sectors. A summary of those key themes include:

• Reduced and preventable congestion • Leverage infrastructure through coordinated/shared programs (parking and alternative modes) • Support increases in job, visitor and residential growth more efficiently. • Manage higher than necessary parking development costs (“right sizing parking”). • Minimize displacement of land (by parking facilities) that might have supported higher valued and desired development. • Improve the “marketability” of an area, its businesses and as a place to locate/visit. • Manage imposed mandates (e.g., trip caps, local/state/federal mandates) with business-based solutions • All participating partners receive “benefits” from the effort. • Lower transportation costs for visitors and employees (a strategically tailored resource)

FACTORS FOR SUCCESS Success in forming TMAs can be summarized into three key factors. These include:

• Vision • Leadership

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• Goal setting

When there is high consensus, participation and “buy-in” to these factors, it has been found that TMAs have quickly formed and successfully delivered programs and services that have had a measurable impact on commute trip behavior within impacted business districts.

VISION • High consensus on vision for the area (jobs, visitor accommodation/growth, land use). • Public and private sector agreement that “status quo” will not generate changes necessary to attain economic development vision. • Clear recognition of factors that would limit achievement of the vision (e.g., congestion, cost, lack of services, etc.).

Successful TMAs have formed and grown in areas where there is a clear vision for growth that has strong buy-in from the business community and a sense that existing programs and services (both public and private) will not be sufficient to address issues that would limit or hinder the vision. It has proven difficult to initiate TMAs in areas where there is not broad support for job and visitor growth, more compact and sustainable development and multi-modal access.

LEADERSHIP Forming TMAs successfully requires the direct participation of key leadership representatives, particularly at the initiation phase. “Leader” here is defined as those individuals within organizations (public and private sector) who can make decisions and commit their organizations and/or influence “culture change” within organizations. Many TMA formation processes that have failed were not the result of lack of motivation but lack of participants who could truly represent decisions or commitments. To this end, it is essential that:

• The business community is represented by key stakeholders who maintain a significant vested interest in the long-term health and vitality of a district or corridor. These stakeholders should be decision-makers who can commit their organizations. • Motivated public sector leaders are committed to approaching change in new and innovative programs and partnerships. • A willingness and capacity by each “leader” to challenge the status quo, which includes existing: o Transportation infrastructure o Service programs o Development policies o Service arrangements o Business practices • There is a strong sense that transportation access is a critical factor underlying the economic development vision for growth in the area.

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• Consensus on desired outcomes and targets. • Leaders are motivated to invest public and private funds in partnership to achieve desired targets and outcomes.

GOAL SETTING- TARGETS

60% Consensus agreement on specific 60% 51% 53% 50% targets and goals assure that all 49% programs and strategies developed 50% 46% 43% 41% 40% through a TMA partnership can be 43% 38% 35% 41% correlated back to (and measured 36% 36% 39% 30% Bikes against) progress made toward Transit 21% Drive Alone 20% meeting growth and access Percentage Mode Share objectives. This has proven 10%

1% especially effective in partnerships 0% 1% 2% 2% 3% 4% Drive Alone 1997 4% 1998 4% Transit 1999 between the business community 2000 2001 Bikes 2002 Year 2003 and the public sector. Quantifying 2004 job, visitor targets and mode goals/trip targets allows TMAs to track and measure performance of programs against goals and provide a sense of return on investment to the partners in a TMA effort.

TMA OPTIONS A review of TMA’s on the West Coast and across America indicated that the most successful TMA’s were those that were supported with multiple funding sources. Multiple sources were inclusive of funds contributed from the private sector, the sponsoring jurisdiction and local transit agency or agencies. The greater the diversity of funding and participation from the private and public sector partners, the more it appears that the affected TMA was both financially stable and effective in delivery of services and results.

Find below a brief listing of funding sources derived from individual funding entities:

Private Sector Based:

• Dues to individual participating businesses and/or long-term contribution commitments • BID/BIA (assessment on property)13

13 A Business Improvement District/Area (BID/BIA) raises money from property owners in a defined area to fund a program or project. A BID/BIA is an assessment on properties that is typically assessed by value and/or square footage. Revenue generated from such an assessment is collected by the municipal government and allocated directly to a BID/BIA governing board or organization, usually a non- profit 501 (c) (6). The governing board disperses funds to projects delineated in the BID/BIA work plan, which is generally adopted with formation of the district.

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• Surcharge on parking fees (privately owned parking) • Surcharge on tickets/ski-passes • Fees for service (i.e., businesses/resorts buys specific services from the TMA)

Public Sector based:

• General fund contributions • Surcharge on parking (publicly owned parking) • Transportation fees on new development (i.e., TMA requirement) • Local/State/Federal Grants

Specific examples of funding efforts derived from the Case Study resort areas include:

- General Funds. The City of Aspen providing matching funds in concert with the Aspen Skiing Company to purchase expanded transit services. - Parking charges. Breckenridge imposes parking charges at park and ride lots to provide free transit. - Multiple sources. Whistler’s transit system is part of the BC Transit Regional Systems Program. It is funded in partnership between the Resort Municipality of Whistler (RMOW) (53 percent) and BC Transit (47 percent). The RMOW share is funded by fares (25 percent), provincial hotel tax revenues (9 percent), and local taxation (19 percent). This is further augmented through parking charges. - Multiple sources. Truckee North Tahoe Transportation Management Association (TNT/TMA) derives program delivery funds through ski resort subsidies, federal grants, trade memberships, and business associations such as chambers of commerce and tourism agencies.

SUMMARY Though not as numerous as traditional downtown/business district based TMA’s; TMAs associated with ski area/resorts can be very effective in consolidating transportation management services within a single organization to serve multiple interests. TMAs can provide programs and services cost effectively and in a manner that tailors services to area need and within a common vision. This is especially true in cases where significant economic development growth (in jobs, residents or visitors) is desired or has been targeted for a district or corridor. A public/private partnership focused on managing access can result in in significant changes in travel behavior as well as cost savings and value benefits to public and private stakeholders. Successful achievement of this goal would result in a meaningful transition of visitors into transit and shuttle modes.

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Supporting and facilitating this transition would be a newly formed TMA that provides customized programs for all users accessing ski areas within the Plan Corridor. The key to the program’s success would be a coordinated and strategically focused partnership between public agencies and area ski resort operators.

Potential outcomes for a TMA would include (but not be limited to):

• Lower transportation costs for all users • Improved marketability of the area/corridor • Reduced traffic congestion • A better visitor experience • More efficient and effective use of existing and future parking supplies • Better efficiencies in the use of land and reduced parking development costs (for both private and public sectors) • Greater transit/shuttle ridership • Compliance with mandates and/or development criteria related to trip and congestion management • A strong strategic transportation partnership between the public sector and the business community • Measurable success based on consensus targets for access and growth.

There are many TMA models from around the country; some may be pertinent to this corridor and others may not. As with any organizational evaluation, the Project Partners would want to be assured that any outcome is tailored to this unique transportation corridor. Issues of this nature can be explored further as the project moves forward and if a TMA is viewed as a potentially beneficial management tool. Nonetheless, the key components of success will begin with identification of a problem unique to the corridor (i.e., congestion and its impact on access to businesses and traveler safety) and willing and innovative leadership at both the public and private level to address the problem collectively. Programs can then be designed to achieve specific targets and goals, which require critical thinking and planning as related to status quo programs in place. To evolve, a partnership will need to be developed with a clear understanding of the value of change and a strong standard for measurement and reporting.

Attachments/Enclosures: Attachment A Ski Area Phone Interview Notes

MHTMP Case Studies Notes

Who provides transit service (public,private or How do the transit service providers generate revenue Company Contact Number Email Address Last Date of Contact Who Manages the Transit for the recreation area? Are there partnerships between more than one recreation area? both)? and funding?

Whistler: $2.50 O-W; Pacific Coach:$25-$63; Snowbus: Funded in partnership between RMOW and BC Transit. $34.95 O-W, $60 RT; Greyhound: $22 O-W, $44 RT; Ride BC Transit has partnerships across the entire province. Our operator The Whistler Transit System is part of the BC Transit Regional Olympic Games purchased hydrogen fuel cell Booker: $62 also provides transit in our two neighbouring communities, Pemberton System Program, a partnership between the Resort Municipality of powered buses for Whistler Transit, 70% of the 1/25/2013 via email, and Squamish. We use to have a regional transit service between Tourism Whistler Emma Dal Santo 604-935-8197 [email protected] Whistler (Local Government funder), BC Transit (Provincial crown fleet. Funding the last fiscal year came from transit fares interview completed Squamish and Whistler but it became too expensive for local corporate funder) and Whistler Transit Ltd (private operater hired to Paid for by public money, planned by the public ($25.97M or 18.6%), BC bus pass ($4.53M or 3.3%), governments and a new funding model was not found. It may come back operate the system). sector, operated by the private sector provincial funding ($68.31M or 49%), provicial health to life in teh future when BC Trnasit has developed a new regional authorities ($1.32M or 1%), property taxes ($38.93 M or funding model. 27.9%), and bus advertising ($0.27M or 0.2%).

Weekend bus service provided by Snowbus, Crystal Mountain Ski Tiana Enger 360-663-3012 [email protected] 2/14/2013 via email accomodating 110 people, with a few running RT $79/person, includes lift ticket Area midweek.

(TART) O-W $1.75; $3.50 All-Day Pass; $10 (TMA Zimride, an online matching rideshare program where drivers can sell operated North Lake Tahoe Express Shuttle) O-W $40, RT Alpine Meadows Cheryl Jones 800-403-0206 2/1/13 via phone TART manages transit empty seats in their cars to those looking for a ride. $75 (Squaw Valley) $10 O-W. Free shuttle between Alpine and Squaw Valley.

The resort provides internal transit service between the different base Operates 6 internal shuttles used to move visitors areas. They also provide one employee shuttle that runs between Cle among the various bases. There area a number 1/8/2013 via email, We, the resort, do not generate any revenue but provide it Summit at Snoqualmie Trevor Kostanich [email protected] Elum and Snoqualmie Pass. There are other private vendors that run of private charter and bus services that come to interview completed as an extra service amenity to our guests and employees. paid shuttles up from the Puget Sound area. There is no transit that is the moutain, providing bus services for ski managed by public jurisdiction. schools. All private.

(TART) O-W $1.75; $3.50 All-Day Pass; $10 (TMA 530-452-7182 1/3/13 via phone, interview operated North Lake Tahoe Express Shuttle) O-W $40, RT Squaw Valley Rob Kronkhyte [email protected] TART manages transit and a ski area consortium Ski area consortium with a coordinated ski shuttle. TART (public) 530-452-7181 completed $75 (Squaw Valley) $10 O-W and the service is hearvily subsidized by the ski area

1 MHTMP Case Studies Notes

Most of the buses are charter or club buses. The [email protected] Interview scheduled Stevens Pass Joel Martinez 206-812-7374 resort proviedes priority bus parking. There is no om 1/14/2013 @ 1:00pm other transit available.

(TART) O-W $1.75; $3.50 All-Day Pass; $10 (TMA Northstar California Resort, under Vail Resorts ownership, owns and Yes, there is some collaboration between resorts when the need arises. operated North Lake Tahoe Express Shuttle) O-W $40, RT operates the transportation service that serves our resort. There are We have the largest fleet in the region with 40 buses. This is larger than $75 (Squaw Valley) $10 O-W also a number of local transportation providers in the area that serve Both, Northstar owns and operates its transit by 1/29/2013 via email, the city of Auburn just down the road near Sacramento. For this reason Northstar Dave Paulson 503-562-2242 [email protected] Northstar properties. Some of those are Placer County DPW dba: Northstar California. TART is publc and is interview completed. when there are any needs for transportation in teh area, we are the first TART gets state and federal funding. We get operationsal Tahoe Area Regional Transit that runs service around teh TAhoe operated by Placer County. ones called. We operate a charter business year round to help offset the funding each year through our budget process. Capital basin as well. Airport Mimu Bus dba: north Lake TAhoe Express that high costs of operating this robust service. imporvememnts and purchases are done annually through runs servide around the Tahoe Basin. requests Vail Resorts.

$11 RT, $8 O-W, with season pass options also avaialbel; the shuttle is free for all 800 winter employees. Cascade East Transit (CET) is the regionla provider in Bend, Oregon Public and private parnership with the City of Approximately 6000 RT in Jan 2012. Approximately 1000 Mt. Bachelor Ski Area Cary Stanfill 541-382-1709 [email protected] Last contacted 2/14/2013 region. CET serves Bend, Redmond, Rrineville, Sisters, Madras and Bend and CET. passengers use the service on an avg day, with 65k trips several other rural lovations. made annually, depending on the duration of the ski season.

2 MHTMP Case Studies Notes

Cottonwood Canyons and Sundance pay for all their employees passes and season pass holders have embedded chips for electronic fare system. Count trips and send an invoice. The service is open to anyone. Accept cash or credit payment. Work with visitor convention bureau offer pass product to visitos that give discounts on lift tickets UTA handles all transit service not including private carriers, they run and resorts and ski bus. You can purschase online and their own services in the canyon. Large operation, they're running two bundle with orbit, priceline etc.They pay for all those trips. pilot programs. One in the second year in Park City; serving 3 resorts, They have super pass, free transportation and discount lift Deer Valley, Park City Mtn, and The Canyons.The Park City service is tickets, they receive invoice of trips on those tickets. for employees mostly. Anyone can use it but its built for commuters. 1/18/2013 via phone, Public agency fully operates the service. In Fares: one-way - $4.25; intra-canyon shuttle - $2.10; senior Utah Transit Authority Ryan Taylor 801-287-2399 [email protected] Two main canyons, Big and Little Cottonwood. They service Solitude, UTA, ski resorts and the forest service teamed up to provide transit interview completed. addition to any private operators, like charters. one-way - $2.10 Brighton, Alta, and Snowbird resorts. And service Sundance, in the Along with season pass sales, customers are provided with county to the south. The third area is in Ogdon and this is the first year a ski bus schedule and a voucher that can be used to obtain pilot program. It services 2 resorts, Snow Basin and Powder Mtn. a contactless card for transit use. They did a pilot program Servicing employees and recreational skiers. Total 10 ski resorts of 4 for 2 seasons (2006-2008) for this type of fare collection major canyons. system. This is when they moved to the chipped cards. Two of the resorts use Axess Gate systems. They are a card provider as well. We have built an electronic fare collections system that can read those chips as well as regular credit/debit cards taht are contactless. The resorts pay for their own cardstock.

RFTA approached the forest service to provide summer service, as guided service to Maroon Bells. It would allow RFTA to keep their drivers employed and allows fro some revenue generation. Aspen - roaring fork transit authority (quasi-govt) receive cash contribution aspen, salt, carbondale, glenwood springs, newcastle, silt, and rifle. pittcan county also contribute to it. The Forest Service has summer partnership with RAFTA and maroon belle. RAFTA provides a bus service scenic tours on regular schedule Roaring Fort Transportation Authority (RFTA) manages the region al from memorial day til labor day roughly. FS has gotten fed grants for Routes are free for children under 5, seniors over 65, along transprotation. Servicing the following areas: Roaring Fork Valley, them thru the forest and transit parks program. helped replace fleet with all City of Aspen routs, Aspen to Snowmas Village route, Aspen, Snowmass Village, Hogback/Rifle, Glenwood Springs, The 4 high energery buses. Aspen ties in with snow mass ski area, they share Services are partially funded by the City of Aspen and Aspen/Snowmass Village to Woody Creek. Outside fo Mountain Connector, Woody Creek and Maroon Bells Guided Bus a hub. and Aspen Skiing Company through a service the free routs, fares fro trips range from $1-$10, starting Tours. They also provide paratransit for the service area, serving Glenwood - has internal bus sys. They contract with RAFTA tod provide contract which allows for reimbursement of a around 5am-9pm, most of the routs runs seven days a residents, commuters, and visitors. it. Contract with up and down valley routes as well. Glenwood has a portion of operational expenses and capital costs week. General rule - 2.25mil acres, 9 different co., 3 major recreation areas. White River National 1/23/2013 via phone, small taxi program as does Aspen. Small private companies that are from both the City and Aspen Skiing Company. The Town of Brekenridge provides a free community transit Rich Doak 970-945-3267 Aspen, Eagle and summit. regional transit systems- roaring fork Forest interview completed permitted as well. Quasi-public providers. Private - keystone shuttle, service that operations 6:25am-11:45pm, seven days a valley, apen to rifle. up colorado river in eagle county and third in Eco Eagle Co. Transit - serves eagle county lined up along interstate 70, snow mass, or copper mtn , cme, vail beaver week.There are nine routs, including access to the airport, summit county. Primary entitity is transpo authority that is co. and primarily employees. Vail resort has own shuttle sys with beaver creek. creek inter resort shuttles. eco, rafta, and summit ski area lots and downtown. The free transit service is local govt or works with them. also working on mass transit altern Employee shuttle as well from outline parking lot to the mountain. stage are all q-public. public sys cost, privates provided in conjunction with park-and-ride lots. from denvrer to forest. fhwa finished prelim env statement. fixed Colorado Mtn Express owned by Vail are free. Private transit - collatoral services they provide to function guideway mass transit. little nuances that work in tangent. shuttle sys express acts as shuttle from airport. Summit Co.- summit stage, 4 keystone approx $1.25M. Summit ski resort, ECO (Eagle from denver airport, Bell Assoc manages that. Keystone, coppermtn, resorts and several communities. summit stage connects communitites. County), RAFTA - user fees and subsidies from local govt. vail at beaver creek and snow mass and there own individual transit. Orig used to serve three resorts but its evolved into its own entitity subsidized by the couties. Keystone has its own transit system, paid and run by the resort. Employee shuttle as well, eastern resort pays for it. copper mtn has inter resort transit. Most are on NFS land. Advance guidway sys up from denvery. contractor working with fhwy for different alternatives and they contribute. (workers moving between communities and recreational traffic)

3 MHTMP Case Studies Notes

Uinta-Wasatch-Cache 1/3/2013 via phone, The forest is immediately adjacent to Salt Lake City. Utah Transit Ski areas are the lead destinations, back country skiers, resort riders, Carol Majeske 801-733-2662 Quasi-public UTA would have a better idea. Ridership pays. National Forest interview completed Auth. (UTA) runs winter service to the 4 ski areas, run by Ski Bus. largely skiers though. No other partners.

County of Placer- North Lake Tahoe and the Resort triangle; City of Truckee and the lake itself. TART, ran by Placer County. Year round Four different partnerships. Pass program where HR depts buy bus Funded by Nevada (53-11 Fund) and Washoe County Fund. service in place for 30 years. There are some seasonal services passes and provide to resort employees for commuting. They also Public, supplemental services are public as well. Fare revenue and transit funds Transportation development Tahoe Area Region 1/18/2013 via phone, Will Garner 530-745-7582 [email protected] provided that is operated by a public/private partnership. Ran by provide subsidies that cover operating costs. Resorts put money The contract is let by the Tahoe Transportation act fund from California.Also use local funding through hotel Transportation (TART) interview completed. hotel/association hotel tax funds. (Night Rider, Ski Shuttle, and North together to fund the Coordinated ski shuttle that runs between resorts, District. Managed by TNT/TMA. tax. The town of truckee pays for some of the transit Lake Tahoe Water Shuttle-water taxi, pilot program; Airport Shuttle, small and new program. service. publicly subsidized from Reno airport)

The only transit is COIC, a council of govt. Regional entity created by For the Mt Bachelor Run, they have an agreeement with the the cities and counties. There is a shuttle that goes to Mt. Bachelor, resort for trip reimbursement. It works because as part of 1/30/2013 via phone, that is the only stop. Viable as long as they're open. There is no If in the city they already have service. There is no integrated system, their lease agreement with the FS is they have to provide Cascades East Transit Scott Aycock 541-548-9520 [email protected] interview completed formal connection that connects to other resorts or hotels. That's in the the Mount Bachelor run is the fist step in that direction. transportation for their employees. Mt Bachelor pretty much talks now. Much of the emphais is on employees although its open for pays for everything. The direct and indirect costs may all be everyone. Employees ride free, approx. 22 miles. reimbursed.

Placer County, Town of Truckee (TOT) taxes, Washoe RTC provide public tranist. TOT for Placer County pays for Night Rider Service - Tahoe Area Transit Service (TART) is operated Truckee North Tahoe 1/18/2013 via email, Squaw Valley, Homewood Mtn Resort, Alpine Meadows, Sugar Bowl, TOT Placer County, LTF, Fed Transit 5311 CA, Washoe Jan Colyer 530-546-2912 [email protected] Winter/Summer. Airport shuttles - public, private stakeholders. Water by Placer County. TOT has their own transit TMA interview completed Donner Ski Ranch, Soda Springs and Boreal. RTC, Fed Transit 5311 NV, Farebox and private resorts shuttle - TOT Placer County. Free Ski shuttles - Ski resorts & TOT service. Placer County

4 MHTMP Case Studies Notes

Deschutes National 541-383-5633 1/28/2013 via phone, CET Cascade East Transit. Subsidiary COIC Central Oregon Just with Mt. Bachelor. FS is constructing a few transit stops located on Peggy Fisher COIC is quasi-govt, public. A lot of grant funding and fares. Forest 541-416-6624 interview completed Intergovernmental Council. They work with Bachelor on transit. the route to Mt. Bachelor.

Snoqualmie National Felix Nishida 425-783-6081 Last contacted 2/7/2013 Forest

Town of Truckee manages a small transit system that provides fixed route serive. The service area changes from summer to winter. In the winter they provide transit to ski resorts. They coordinate with Placer county to supply transit to ski resorts. Fixed route operated by town - local transporation. About This past winter, for first time, there was a free ski shuttle service. 1/29/2013 via phone, The North Lake Tahoe Resort Association, receives funding from 10% from farebox. For winter services, ski resorts pay the City of Truckee Dan Wilkins 530-582-2902 [email protected] Funded by area ski resorts. A bus service that runs to and from each ski Combination interview completed transient occupancy tax from Placer County lodging properities. Half additional dollar amount for service extension. Bulk is from area. Also, to and from various lodging properties as well. of that money is used to fund transit in winter and summer to area ski federal and state (LTF). resorts. The management of the inter regional service is Placer Co. NLTRA contracts with TNT/TMA to provide supplemental services. Some of the individual ski resorts manage their own transit services.

Who maintains/operations? -annual cost? -who Company Contact Number Email Address How long has the gondola been in operation? Who built it? - cost? - who funded it? Length of run? -Type of mechanical system? funds it?

The gondola was maintained by the city of The gondola was built and manufactured by Von Roll. It was Kellogg from 1990-1996 when it was bought by Covers 3.1 miles, 3400 feet elevation change that takes 1/16/2013 via phone, approximately $12M to build. There were some federal funds associated Silver Mountain Resort Jeff Colburn 208-783-1509 [email protected] 23 years, built in 1990 the Silver Mountain Resort who now maintains about 20 minutes. The gondola shuttles about 1600 interview completed with the construction. The City of Kellogg agreed to be taxed and raised and operates it. Annually it costs are people/hr. Operates on electric motor with a diesel back up. $2M and Von Roll contributed some funds as well. approximately $250,000-300,000 to maintain.

5 MHTMP Case Studies Notes

Which FTA, FHWA, ,or state-level grants do they Do private and public providers share Do they have creative relationships with other Do they have examples of their Do the resorts have TMAs? If so, who Who manages the parking areas and enforces Company use? expenses? agencies and providers? operating/service contracts? participates? parking? Are parking fees charged? How much?

Whistler transit system is part of the BC Transit Whistler is the first Resort Municipality for British Regional Systems Program. Columbia; it is a unique governmental structure Municipal govt,whistler Blackcomb ski resort, Yes, BC Transit has relationships with Health that requires coordination between the resort jointly owned lots, and private lots and garage agencies to provide funding for transit to medical $1/hr, hourly; $2/hr, day; $8, daily; overnight owners, hoteliers, and the federal govt. facilities in Whistler Village. No. However, private carriers are permitted to appointments. Fore the Squamish-Whistler (summer), $16; ten-time visitor pass, $65; monthly 53% funded by the the Resort Municipality of Depends on who owns the lots. Lots 1-5 are owned use public parking lots, and drop off areas that Commuter, in its first year, we had a $10,000 grant pass, $50; 3 month pass, $180.29 Whistler(RMOW). 25% of the RMOW is funded by In most communities, the local BC Transit service by local government (RMOW) but jointly managed were built by the local government or from the Ministry of Highways directly out of their Preferential parking to carpoolers of 3+ people who fares, 9% is provincial hotel tax and 19% local is provided through a partnership between BC by the RMOW ans ski are operator (Whistler negotiated to be built through a development as highway construction project as this was seen as an rideshare more than 4 days a week and who Tourism Whistler taxation. Transit, local government and a contracted transit We do not have a TMA. Blackcomb). Lots 7,8,9, the underground lots in a public amentiy. For example, buses from alternative to improve safety on the highway purchase a ride-share parking permit. 47% funded by BC Transit operating company.This partnerships is formalized Whistler Creekare leased by teh ski area operator. Vancouver are allowed to pick up and drop off especially during teh construction phase. The history There is parking for most visitors and additional Funding laws are different in Canada and are through series of agrrements: a Transit Service Some underground and above ground lots in teh at Gateway Loop in teh Village or in the of the Commuter is that even though it was planeed parking associated with hotels in the area. There are different by Providence. Area Agreement, Master Operating Agreement, Village are owned by the RMOW, others are purpose built laybys in Whistler Creek. and ready to go, there wasn't the expansion funding to areas where parking is free and areas where visitors and an Annual Operating Agreement. The latter is owned by private interests and are either operated turn it into a transit service. The impetus for teh pilot must pay to park. renewed on an annual basis. by a parking management company or by the project which brough it to life was a strign of bad (http://www.bctransit.com/corporate/partnership/tra property that owns them. accidents betwen Squamish and Whistler on the nsitsystems_reg.cfm) highway.

No charge. Approximately Crystal Mountain Ski 3000 spaces and they reach capacity between 2-5x a Area year

TNT/TMA, the 13 member board of directors has representative from Truckee, the Hwy 2677 corridor, North Lake Tahoe, Squaw Valley, West Shore, Donnor Summit (NV Farebox recovery covers approx. 15%, and 85% is The TMA is funded through ski resort subsidies, and CA), Nevada County Transportation covered through operating subsidies: $50,000/yr federal agents, trade memberships, and business Free during the week but $20/day on weekends. Alpine Meadows Commission, and Washoe County - Crystal from ski areas, funds from hotel tax, and 1/4 cent of associations such as chambers of commerce and Bay and Incline Village. the stat sales tax collected in Placer County. tourism agencies. TNT/TMA runs programs and fosters public- private partnerships and resources to address transportatin challenges in the Truckee-North Tahoe Resort Triangle.

January and February $10/day for those who do not carpool (3+ people). This demand management strategy has been successful and most guests carpool for this lot. Summit works with King County Commuter Benefits The ski area (resort) manages all our maintained Plus Program to help employees with carpooling and Summit at Snoqualmie N/A No, private only. N/A parking lots. State Parks manages the state snow vanpooling and provides perferential parking areas parks (Hyak and Gold Creek). for carpoolers.There are 3 vanpools for employees and Summit subsidizes the program. Summit also provides vouchers for gas , sporting goods, car wash businesses, etc and prizes for employees who carpool.

TNT/TMA, the 13 member board of directors has representative from Truckee, the Hwy 2677 corridor, North Lake Tahoe, Squaw Valley, West Shore, Donnor Summit (NV Farebox recovery covers approx. 15%, and 85% is The TMA is funded through ski resort subsidies, Parking capacity of 5000 cars. Parking is free with and CA), Nevada County Transportation covered through operating subsidies: $50,000/yr federal agents, trade memberships, and business Rob manages parking himself, along with a crew of the exception of valet which costs $25/day. Squaw Valley There's a contracted private company Commission, and Washoe County - Crystal from ski areas, funds from hotel tax, and 1/4 cent of associations such as chambers of commerce and approximately 40 people. Purchases passes for their employees to ride TART Bay and Incline Village. the stat sales tax collected in Placer County. tourism agencies. to work. TNT/TMA runs programs and fosters public- private partnerships and resources to address transportatin challenges in the Truckee-North Tahoe Resort Triangle.

6 MHTMP Case Studies Notes

2700 spaces over 8 lots. Parkign will fill up 3-5x a Stevens Pass year. Summit parking $10 on weekends, reduced to $5 for cars w/3+ people. All other lots are free

No. We do not share our costs with public transit providers, we do however share their costs. We pay a onetime per year $25,000 for We do. We have partnered with other providers for 2400 parking spots with 900 free public parking, 300 enhanced winter transportation operated by larger events suc as Tough Mudder. We will have 15- The TMA is funded through ski resort subsidies, No. For our operation, which again is parking spots in the village and 1200 parking spolts TART. This fee is necessary to ensure daily 20,000 attendees over one weekend that requires an federal agents, trade memberships, and business private, the management is handuled under in the overflow lot. When parking is at capacity Farebox recovery covers approx. 15%, and 85% is operation 10 hours per day along Hwy 267 additional 80-120 buses to move people from remote associations such as chambers of commerce and Base Area Operations of which I am the All of our parking is on private land and we manage parking at the Truckee airport and a bus is offered as covered through operating subsidies: $50,000/yr corridor between Kings Beach on teh North lots. The additional buses were provided by the tourism agencies. Director. I have a manager that oversees Northstar that with our staff. Enforcement is also handled by a backup. from ski areas, funds from hotel tax, and 1/4 cent of Shore or Lake Tahoe all the way to Truckee. It Dunham School District, Bauer Intelligent what I do as well as the Village operations. I department staff. the stat sales tax collected in Placer County. makes stops at our resort midpoint along Hwy Transportation and a few smaller charter business. As a publicly traded company we cannot divulge also have Transportation staff that includes We have $30 paid parking on certain lots nearest the 267 twice per hour. There is a fare box cost to That effort was coordinated by the Tough Mudder certain information that might give the public a Manager, Assistand Manager, and Village. There is also a $45 valet lot for weekend riders of this service as well. Our employees staff. insight to our operations or business levels. Supervisors and trainers. parking options. get a pass from Northstar to ride this bus for free. These passes cost us less than the pass that is available to the public.

In 2009, Mr. Bachelor Ski Area partnered with both the city and transit agency to apply for a grant from FTA's Paul S. Sarbanes Transit in Parks grant Parking is fee. Avg daily parking at the ski area is program to purchase new shuttle busses. FTA 1100 veh with a capacity for 3,975 cars. Parking awarded $1M in funds for capital updrades to the reaches capacity 10-12 days per year, exceeding shuttle system with the ski area provided $200,000 CET has operation budger of approximately $2.7 capacity 1-2x a year. A USDOT sponsored group as match.CET purchased 6 new fuel-efficient Million and presently has no dedicated revenue surveyed the transportation system in Deschutes busses, bike racks, recreational trailers, adn source. Capitol and operations are funded through National Forest in 2009 and found that the current Mt. Bachelor Ski Area yes constructed two new bus stops on Centruy Drive. general fund allocations from member jurisdictions parking areas can accomodate about 14.000 Mt. Bachelor pays for 11% of operation costs, and federal funds. visitores at teh resort. The ski area has a permitted though CET provides the service. 2011-2012 the capacity of 26,000 visitors per day. The forest shuttle cost $237,000 to operate. The ski area used managment plan calls for allowing additional parking their old buses to supplement CET's service on the at the ski area, in balance with ski lift, ski run and "shoulders" of the ski season, when CET did not lodge capacity at the resort. operate the shuttle.

7 MHTMP Case Studies Notes

Large park and ride lots, mix of UTA owned and operated lots along the way. At the mouth of each The pilot programs: Park City Service has their own canyon they are jointly owned and operated. i.e. FHWA Forest Highway's Program - passed to UTA transit agency. They had to get a bill created to run the county owns the land, UTA owns operation and from the Forest Service to purchase buses transportation outside of their transit district. They also County Sheriff enforces parking. If UTA wholly equipped that could handle steep grades and winter had to get a interlocal aggreement with UTA, the UTA partners with Summit County to provide owns it they enforce parking, if it's owned by the conditions in the canyon. county and Park City. Under that arrangement the Have to check with legal department. Submit Utah Transit Authority transit service to Park City and nearby ski No TMA. county then they enforce. Little Cottonwood, has No parking fees. Total ski bus operation = $1.5M. $500,000 is paid county and Park city subsidized unsold seats to pay grammar request. resorts more avalanches per sqft of road than any other by the UTA's general fund, primarily tax revenue. for the service because there wouldn't be enough canyon in the nation. If there's a storm, the canyon No grants other than vehicle procurement. 80% with ridership to pay for operations. Not sure how long that is closed, ski buses get first priority once the roads 20% match on vehicle purchases. will last because the ridership hasn't increased in the are cleared. Transit agency meets annually with ski past two years to sustain service resorts to determine transit schedules (employee start times, peak times, etc.).

Park-and-ride lots charge $15/day. Lots at the ski The resort communities are all the same resorts charge between $5-$20/day during weekends Through fed trans auth. 'Transp or roads in or to Maroon bells shuttle. The winter, RAFTA runs maroon RFTA is served by the New Century corporate owner. They paid for their own sys Generally it’s the transportation entity. i.e. RFTA and holidays and privee $5/day discounts for White River National nat'l parks or forests' Map21 - federal land access belles in the summer and winter. Stable employees, Transporation Foundation TMA. Fairly and subsidized the summit station hub. They all Not sure. Dan bBaketship RFTA. parking lot if there are problems they contact local carpools of 4+ people. Forest program (alt. transp) federeal land transporation less training costs. Decreses overhead. Utilize low straightforward business transaction but not compliment each other. Pretty good authorities. Roaring fork, ECO, and Summit no parking fee. program used parking lots and bus people up to maroon lake. really sure. cooperative relationship. Generally fee lots are adjacent to ski communities (convenience)

8 MHTMP Case Studies Notes

Combination of agencies Big and Little Cottonwood Big and Little Cottonwood meet monthly. UTA buses are partly public subsidized, Canyon. There's a park and ride at each canyon, 1 They both also have Road Committee's that ridership, and ski resort funded. Season passes is on forest service land and under contract. Salt Uinta-Wasatch-Cache meet as well, along with police, operations, Refer to UTA include a winter bus pass. Private vans run in Refer to UTA Lake County has police that enforce parking. Road No parking fees. National Forest and safety. They are looking into multi- ski resort UDOT must license them, usually shoulder parking is enforced by UDOT. Road modal transportation projects for each travelors from airport (hotels). shoulder parking is limited due to avalanche canyon. problems in the area.

TNT/TMA manages day to day that aren't Tahoe Area Region yes, they provide funding to supplement the Built a transit center hub for ski area and park service operated by Placer County. Nothing to do Public parking lots managed by Placer County. not for placer county, truckee charges parking FTA 53-11 Fund from California and Nevada. yes Transportation (TART) public service area on FS lands. with parking very little TDM. Comprised of Mostly maintenance since no parking fee. downtown. Machnies similar to pdx.(Kelly Beedie) resorts, lodging and local govt.

No, the Mesiner Nordic site, to work on a stop for a Sending in email. Don't think it will be a model due Not very urban, free parking downtown. Parking lot Cascades East Transit Not for the Mount Bachelor run. snow park on the way up to Mt Bachelor. A couple of No TMA. Free parking. to the uniqueness of the situation. owned by Mt Bachelor. hotels, sun river, stops are in the works as well.

Private properties and Placer County have free Truckee North Tahoe Resorts share expenses on certain pieces of parking (or Valet for ski resorts) and TOT has a 5311 yes yes TOT has 3 hour minimum but not sure of rate. TMA the services but not their buses. parking plan that was implemented about 5 years ago.

9 MHTMP Case Studies Notes

Agreement with Warm Spring tribe. Provide services COIC started a regional transit board that Bachelor manages their own. At the snow park, it’s Deschutes National to surrounding communities. Not sure if they got was disbanded after they were successful. FTA and FHWA grants but not sure which ones no maybe a combination of OSP and FS. Transit group has No fees charged. Forest money from the county or the county supplies the There is a stakeholders board but the FS park and rides and CET or COIC mange them. grant. COMMUTE Options program. doesn't participate.

Snoqualmie National Forest

Tahoe North Truckee TMA - combination of government and private parties. Operating budget is farely low. Baseline funding is Town of Truckee, The North Lake Tahoe Resort Association, contribute 50%. The ski TNT/TMA, accumulating funds from govt and private areas, individual lodging properties, and Bulk of parking is private parking lots. Downtown Mutually fund operation, some private resort kelly beedie 530-582-2489 partners. Town of Trucke property taxing generates commerical properties in the region there is limited on site parking. Most is on street City of Truckee LTF, 5310, 5311 properties that donate dollars to fund transit Jan Colyer might have access as well - water $1.50/hr for metered spaces funding too. (See "Who Manages the transit for the contribute as well. TMA functions as transit parking. Operated and managed by Town of that's operated by public agency. shuttle service recreation area?") services contract manager as well as Truckee funding conduit. Approx $2M pass through revenue for specialized transit services. Airport shuttle service, funded through fare revenue and asmall amount through transient occupancy tax revenue.

Year round or winter operated only? -Ridership Company Fares? Issues with maintenance/operations? Is it a tourist attraction aside from skiers or hikers? Where is parking provided Links to other transit? different seasons, weekdays/weekends/times of day

There was a bearing replacement that shut down the gondola for a week but it was all a part of regular maintenance. The only $17/adult, $13/ youth (4-17), free children 3 and suggestion was to have a back up electrical Runs year round. 5 days a week except the weeks of Yes, there are restaurants open in the summer and Silver Mountain Resort under. Family package (4 members) $54, each motor in addition to the diesel motor. There was At the base of the gondola. No links to other transit. Christmas and Presidents day. a number of trail heads for mountain bikers. additional person (max of 2) is $9. also an evacuation put in place that they ran through 2x a year in case the gondola broke down so the operators would know the procedure to evacuate riders.

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Who are their markets? Do they have Can you please provide a brief history of how the specific recreation markets they serve? TMA, transit agency, transportation consortium, (financially well-to-do, middle aged What percentage of transit riders are by coordination group was formed, and how and by who Company skiers, 18-24 yo males, etc.) charter bus? (hotel shuttles, etc.) it is managed? Notes

Approximately less than 20% of winter visitors arrive by charter and less than 10% of annual vistors arrive by charter. The numbers were 58% of residents travel to work by carpool, better in the early and mid-2000s but service transit, walking, or biking. 96%of season has been cut over the years and visitors have residents use these modes in winter. moved back into their cars. Our market for transit is everyone, full time In winter, a little under 1/3 of visitors arrive by residents, weekend residents, guests. bus (including Greyhound and other The Whistler Transist System started in December 1991 Since our 19% cut in service last Tourism Whistler shceduled service and charter), with another as part of the Regional (Municipal) Transit System Novembe, we have lost many of our full small portion who arrive by taxi/limo - this is partnership with BC Transit. time residents as transit passengers. They characteristic of those guests who arrive by have purchased second cars for the family air, as most of the regional traffic from BC and as our reansit system had become too Washington starte travvel by private vehicle. unreliable for them. We are back in a In summer, fewer guiest arrive by bus than in minor expansion mode and hope to win winter, and small numbers arrive by taxi or some of those customers back next winter. limo, or the train service (available only in summer). In summer too, regional traffic drive themselves.

Crystal Mountain Ski Offers visitors link to theskilift.org Area for rideshare

Zimride is an online rideshare matching program that creates a Alpine Meadows marketplace where drivers can sell empty seats in their cars to those looking for a ride.

There is currently a national organization that has started an Alternative Transportation Study for the mountain Rideshareonline.com for visitors, Summit at Snoqualmie corridors in the Mt. Baker Snoqualmie Approximately 10%, mostly ski students N/A a Washington state run program. Forest. The best person to contact there is Aleta Eng at [email protected] or 425.783.6017

Zimride is an online rideshare Not sure but there is an airport shuttle matching program that creates a Squaw Valley Call Christine Horbath 530-452-7100 managed between Squaw Valley and Reno TMA monthy meetings marketplace where drivers can airport. sell empty seats in their cars to those looking for a ride.

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Stevens Pass

I was voted onto the board many years ago and represent both the HWY267 corridor as well as Northstar. I provide perspective, input an dfeedback to the board on the local transportation, traffic, and infrastucture issues that are discussed. Our monthly meetings, on teh first Thursday of each month, are held in Tahoe City. The executive director develops an agenda that potential project or needs that might be included on future agendas. Quite Much less than in the past. We used to often guest speakers are invited in to make presentations. charge very little for the group ticket which Some of these groups include CHP, CalTrans, NDOT, Zimride is an online rideshare We have a wide demographic. Young created issues for bus parking on sight that Nevada development representatives, local groups or matching program that creates a Northstar kides to elderly folks, families and youth of took up guest parking, and, we got less concerned citizens, TRPA, and the like. There is also a marketplace where drivers can all income brackets. revenue per person. We reconfigured the segment where other board members including myself sell empty seats in their cars to price point and now have a more manageable give stutus updates on their areas of representation. those looking for a ride. number of group tour buses. TNT/TMA was borne from teh 1989 R/UDAT (Rural/Urban Design Assistance Team) where they identified the need for a Transportation Management team to coordinate the effort of identifying and improving areas within teh Resort Triangle (Tahoe City to Kings Beach to Truckee area) such as transportaion, parking, traffic, marketing, labor, additional studies and support. Jan Colyer is the Executive Director with a treasurer and other staff.

Avg 56,265 trips durign 2011-2012 ski season. 70% of passengers are ski Mt. Bachelor Ski Area emplyees, 30% are visitors. Of the visitors, 55% are season or 14-day pass holders and the remainder are one-day visitors.

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Originally, the four private resorts helped purchase the orginal ski bus fleet. How much private money can be used to purchase more buses, if they want to expand fleet? Ogdon Canyon is using retired buses as pilot fleet All services minus Park City are all skiers now (1996-1997). Service started with the 4 Cottonwood and park employees. They cater canyon resorts- late '70s. Those resorts have limited traditionally to locals and secondary is parking bc they are on FS lands. Congestion up the Alta, Brighton, Snowbird, Solitude Not sure. A lot of charter companies that visitors. The visitor market is growing with canyon. Met with UTA and they put in a large financial Resorts. Geography makes it Utah Transit Authority consistently run service. They supplement budget conscious skiers who look for hotel contribution to start. Park City and Ogden Canyon are easy. 60 minutes from downtown UTA i.e. large tour groups. accomodations along key corridors rather recent. Park City has been discussed about 20 years, 24- to any ski area. than up the canyon. Bread and butter is 36 months things really got going, legislatively and still season passes and employees. operationally. The idea didn't come from resorts but rather govt entities and transit agency. Resorts were recruiting employee staff from out of state and internationally.. They were previously paying a private charter to shuttle employees and then they reached out to UTA.

Everyone has different market. Aspen - destination visitors, heavy int'l, asian, mexican, and chile, harder to get to. Moratorium for bldg in 20 years. Summit County and Vail market to local skiers, White River National very little int'l and some domestic. Heavy Not sure. Small part of transportaation unit. Forest midwest, and texas. Little SE. Go for areas By in large most are local. that have no ski area. 10% new skiers will become lifelong skiers. Free passes for all 4th graders within driving distance. Ski fiesta, gay ski week, etc. A lot of kid programs, skiing, health initiatives, etc.

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75+ years UDOT and Forest Service worked on operations. In the past 5 years planning studies began. Forest Service got involved through TAG, FTA and It's destination skiing so international FHWA did a small study. They met collectively and drove skiers plus a lot of local skiiers (Park through each canyon. They provided guidance to applying Uinta-Wasatch-Cache City/Summit County). There has been talk No one tracks this. for grants/funding. Applied for small grant to study a small National Forest of connecting resorts but the National issue. That jump started their involvement in Mill Creek Forest is a protected culinary watershed. Study. Forest Service encouraged everyone to begin appplying. They got to see UTA operation sand Salt Lake Coo. The small studies were the catalyst to jump strart these coordinations.

TMA formed in 1990 as part of a TDM effort. TNT was North Lake Tahoe Resort Association- formed as part of Cal Trans and local interest in North Tahoe Area Region marketing and demographics. (Ron Not sure, there are private charters. Tahoe. All voluntary and membership based. Board of Transportation (TART) Treadesf- Transpo and Infrastructure directors and executive director. Provides a venue to Manager) coordinate transportation efforts and programs.

have local skiers but bread and butter is domestic skiers that come to the area. Bay Cascades East Transit Area and Seattle. Not a lot of international none T/A draw. Core base of local skiers but holiday travelors is where they make their money.

TNT/TMA was established in late 1990 after a Redional Urban Design Assistance Team (R/UDAT) was invited by community leaders to conduct a conprehensive assessment of transportation challenges in the North Lake Tahoe-Truckee "Resort Triangle." The regions lies Truckee North Tahoe Ski market info would be handled through within two states, multiple local jurisdictions, several 8% estimate TMA the ski resorts themselves. transporation agencies and encompasses North Lake Tahoe and Truckee as well as a number of privately owned and operated resorts. The R/UDAT panel quickley recognized this diversity and teh need for on-going communication, coordination, public-private partnerships, and locally empowered actions.

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Downhill skiers, tubing, developing Deschutes National mountain biking. Open in the summer for Not sure. N/A Forest hiking. Local and international visitors.

Snoqualmie National Forest

A lot of ski resort employees, international TMA formed 20 years ago. It's managed with Executive employees specifically. Some local Director and one staff member. There is a Board of residents. Local and international visitors City of Truckee Not sure. Directors that provide policy oversight to TMA. It's using lodging. In the summer there are comprised of of ski resort representatives, government less employees, because they have better representatives, and community stakeholders. access to other transportation options.

Company

Silver Mountain Resort